JP2003111209A - Control system for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the fuel consumption of a hybrid vehicle that changes its vehicle weight while running on a guided route and to improve the braking/ driving force characteristics. SOLUTION: The weight of the vehicle on the guided route is set, and the state-of-charge (SOC) for each zone of the guided route is calculated based on the traffic information, vehicle weight, and the detected SOC value for each zone of the guided route; and the braking/driving force command value is set based on the detected vehicle speed value and the detected accelerator divergence value. The operating points of the engine and the motor are determined based on the detected vehicle speed value, the braking/driving force command value, and the calculated SOC value. By this means, the SOC after completing the guided route can be held within the target value or within a prescribed range, even for hybrid vehicles with large changes in vehicle weight caused by passengers boarding and alighting or goods being loaded and unloaded. The battery SOC may be planned and managed, taking into consideration the changes in vehicle weight, so that the braking/driving force through the motor is ensured and the braking/driving force characteristics are improved.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control system for a hybrid vehicle, and more particularly to improving fuel consumption and driving force characteristics when vehicle operation can be planned or predicted in advance.

[0002]

2. Description of the Related Art A hybrid vehicle control device is known which obtains road information about a guide route from a navigation device in advance and controls an engine and a motor so that the guide route can be traveled with low fuel consumption based on the road information. (See, for example, Japanese Patent Laid-Open No. 08-126116).

The applicant of the present application has proposed a control of a hybrid vehicle which introduces an SOC conversion index SOCc as a parameter indicating the degree of charge and discharge of a battery so as to improve the fuel consumption amount and the driving force characteristic in traveling on a guide route. (Japanese Patent Application No. 2001-31030). The SOC conversion index SOCc is associated in advance with the operating points of the engine and the motor such that the larger the value, the larger the discharge amount of the battery (the smaller the charge amount) and the higher the fuel consumption efficiency of the engine. Therefore, the SOC conversion index SOC
If c is set to a large value, an operating point with a small amount of charge to the battery (large amount of discharge) but high fuel consumption efficiency can be realized, and conversely, if the SOC conversion index SOCc is set to a small value, the fuel consumption efficiency is increased. However, it is possible to realize an operating point where the amount of charge to the battery is large (the amount of discharge is small), although it is low. In particular, before traveling on a route, an SOC conversion index SOCc capable of realizing low fuel consumption while maintaining SOC within a predetermined range is calculated based on road information on a guidance route obtained from a navigation device, and an actual accelerator during traveling is also calculated. Opening degree, actual vehicle speed and its SO
By determining the operating points of the engine and the motor based on the C conversion index SOCc, the fuel consumption amount at the time of traveling on the guide route is reduced. Furthermore, while driving on the guidance route, SO
The fuel consumption reduction effect is further enhanced by repeating the recalculation of the C conversion index SOCc, and the braking / driving force characteristic of the vehicle is improved by determining the SOC conversion index SOCc so that the SOC falls within a predetermined range.

[0004]

However, in the above-mentioned conventional control device for a hybrid vehicle, since the change in the vehicle weight during the traveling on the guide route is not taken into consideration, the delivery truck whose load changes greatly during the traveling on the route, For hybrid vehicles such as buses, hire vehicles, and tow trucks, there is a problem in that reduction of fuel consumption and improvement of braking / driving force characteristics cannot be sufficiently achieved when traveling on a guided route.

An object of the present invention is to reduce the fuel consumption of a hybrid vehicle whose vehicle weight changes while traveling on a guide route.
It is to improve braking / driving force characteristics.

[0006]

According to a first aspect of the present invention, there is provided a hybrid vehicle in which one or both of an engine and a motor are used as a braking / driving power source to transfer electric power between the motor and a battery. Applies to control equipment. Then, a navigation device for instructing the guide route of the vehicle and providing road information on the guide route, a vehicle weight setting means for setting the weight of the vehicle on the guide route, and an SOC detecting means for detecting the SOC of the battery. , The guide route is divided into a plurality of sections, the road information of each section,
SOC calculating means for calculating SOC in each section of the guide route based on the vehicle weight and the SOC detection value, vehicle speed detecting means for detecting vehicle speed, and accelerator opening for detecting accelerator pedal depression amount (accelerator opening). Degree detecting means, braking / driving force command value setting means for setting a braking / driving force command value based on the vehicle speed detection value and the accelerator opening detection value, the vehicle speed detection value, the braking / driving force command value and the SOC. The operating point determining means for determining the operating points of the engine and the motor based on the calculated value is provided, and thereby the above-mentioned object is achieved. (2) In the control device for a hybrid vehicle according to a second aspect, the SOC calculating means calculates the SOC for traveling through the guide route with the minimum fuel consumption. (3) In the control device for a hybrid vehicle according to claim 3, the SOC calculation means sets a lower limit value of the SOC calculation value in each section of the guide route, and the larger the vehicle weight, the larger the SOC lower limit value. It is something that is done. (4) In the control device for a hybrid vehicle according to claim 4, the SOC calculation means sets an upper limit value of the SOC calculation value in each section of the guide route, and the larger the vehicle weight, the smaller the SOC upper limit value. It is something that is done. (5) In the hybrid vehicle control device according to the fifth aspect, the vehicle weight setting means allows the vehicle occupant to manually input and set the weight of the vehicle. (6) The control device for a hybrid vehicle according to claim 6 is configured such that the vehicle weight setting means automatically sets the vehicle weight in accordance with a passenger's loading / unloading and / or baggage loading / unloading planned in advance. Is.

[0007]

According to the invention of claim 1, the weight of the vehicle on the guide route is set, and the SOC of each section of the guide route is determined based on the road information, vehicle weight and SOC detection value of each section of the guide route. Is calculated. Then, the braking / driving force command value is set based on the vehicle speed detection value and the accelerator opening detection value,
The operating points of the engine and the motor are determined based on the vehicle speed detection value, the braking / driving force command value, and the SOC calculation value. As a result, even for a hybrid vehicle in which the vehicle weight changes significantly due to passengers getting on and off and loading and unloading of luggage along the guide route, it is possible to keep the SOC after the guide route travels within a target value or within a predetermined range. Battery SO
For the calculation method of C, for example, in order to always secure the braking / driving force by the motor, the SO that allows the transfer of electric power between the battery and the motor at any time over the entire section of the guide path.
There is a method of maintaining the C range (for example, 40 to 70%).
In such a case, the battery SO that considers changes in vehicle weight
It becomes possible to plan and manage C, and even for hybrid vehicles with large changes in vehicle weight, it is possible to reliably keep the SOC after running on the guided route within the target value or within the predetermined range, and as a result, it is possible to control by the motor. The driving force can be secured and the braking / driving characteristics of the vehicle can be improved. (2) According to the invention of claim 2, the SOC for running the guide route with the minimum fuel consumption is calculated.
In addition to the above effect, it is possible to plan and manage the battery SOC that can achieve good fuel consumption even if the vehicle weight changes in the middle of the guide route, and it is possible to reduce the fuel consumption amount. (3) According to the invention of claim 3, the lower limit value of the SOC calculation value in each section of the guide route is set, and the lower limit value of the SOC is increased as the vehicle weight increases. In a hybrid vehicle, it is desirable to always secure a braking / driving force by a motor in order to maintain good braking / driving force characteristics. Therefore, for example, before the uphill, it is necessary to increase the SOC of the battery in advance in consideration of the power consumption of the battery due to the driving of the motor during the uphill. The power consumption of the battery due to the motor drive during climbing increases as the vehicle weight increases. Therefore, by increasing the SOC lower limit value as the vehicle weight increases, the driving force of the motor can be secured even when the vehicle weight increases. it can. (4) According to the invention of claim 4, the upper limit value of the SOC calculation value in each section of the guide route is set, and the higher the vehicle weight, the smaller the SOC upper limit value. In a hybrid vehicle, it is desirable to always secure a braking / driving force by a motor in order to maintain good braking / driving force characteristics. Therefore, for example, before the downhill, it is necessary to reduce the SOC of the battery in advance in consideration of the charging of the battery due to the regenerative braking of the motor during the downhill so that the regenerative power can be received. The larger the vehicle weight, the larger the battery charge amount due to the regenerative braking of the motor while descending the slope. Therefore, the larger the vehicle weight, the smaller the SOC upper limit value is to ensure the braking force of the motor even when the vehicle weight increases. be able to. (5) According to the invention of claim 5, since the occupant of the vehicle manually inputs and sets the weight of the vehicle, the vehicle weight can be arbitrarily input in accordance with the loading / unloading plan of passengers on the guide route and the loading / unloading plan. In addition, it is possible to change the entered vehicle weight according to the number of passengers and loading / unloading load. As a result, the battery SOC can be planned and managed based on the accurate vehicle weight, and the fuel consumption in the guide route can be reduced and the braking / driving characteristics can be improved. (6) According to the invention of claim 6, the weight of the vehicle is automatically set in accordance with the planned loading / unloading of passengers and / or loading / unloading of luggage. However, it is possible to execute the planning and management of the battery SOC based on the accurate vehicle weight, and it is possible to reduce the fuel consumption amount in the guide route and improve the braking / driving characteristics.

[0008]

BEST MODE FOR CARRYING OUT THE INVENTION << First Embodiment of the Invention >> FIG.
The configuration of one embodiment is shown in FIG. In the figure, a thick solid line indicates a mechanical force transmission path, and a thick broken line indicates a power line. Also, a thin solid line indicates a control line, and a double line indicates a hydraulic system. The power train of this hybrid vehicle is composed of a motor 1, an engine 2, a clutch 3, a motor 4, a continuously variable transmission 5, a reduction gear 6, a differential gear 7 and drive wheels 8. A clutch 3 is provided between the engine 2 and the motor 4.
And the output shaft of the motor 1, the output shaft of the engine 2 and the input shaft of the clutch 3 are connected to each other, and the output shaft of the clutch 3, the output shaft of the motor 4 and the input shaft of the continuously variable transmission 5 are connected to each other. Connected to each other.

When the clutch 3 is engaged, the engine 2 and the motor 4 are propulsion sources for the vehicle, and when the clutch 3 is disengaged, only the motor 4 is a propulsion source for the vehicle. Engine 2 and motor 4
One or both of the driving forces of the continuously variable transmission 5,
It is transmitted to the drive wheels 8 via the speed reducer 6 and the differential device 7. Pressure oil is supplied from the hydraulic device 9 to the continuously variable transmission 5, and the belt is clamped and lubricated. An oil pump (not shown) of the hydraulic device 9 is driven by a motor 10.

The motors 1, 4, 10 are AC machines such as three-phase synchronous motors or three-phase induction motors, the motor 1 is mainly used for starting the engine and power generation, and the motor 4 is mainly used for propulsion and braking of the vehicle. . The motor 10 is for driving an oil pump of the hydraulic device 9. In addition,
The motors 1, 4 and 10 are not limited to AC machines, but DC motors can be used. Further, when the clutch 3 is engaged, the motor 1 can be used for propulsion and braking of the vehicle, and the motor 4 can be used for engine starting and power generation.

The clutch 3 is a powder clutch and can adjust the transmission torque. The clutch 3 may be a dry single plate clutch or a wet multi-plate clutch. The continuously variable transmission 5 is a continuously variable transmission such as a belt type or toroidal type, and can continuously adjust the gear ratio.

The motors 1, 4, 10 are driven by inverters 11, 12, 13 respectively. When a DC motor is used for the motors 1, 4 and 10, a DC / DC converter is used instead of the inverter.
The inverters 11 to 13 are connected to the main battery 15 via the common DC link 14, and convert the DC charging power of the main battery 15 into AC power and supply the AC power to the motors 1, 4, 10 and the motors 1, 1. Main battery 1 by converting AC generated power of 4 into DC power
Charge 5 Since the inverters 11 to 13 are connected to each other via the DC link 14, the electric power generated by the motor during the regenerative operation can be directly supplied to the motor during the power running operation without passing through the main battery 15. it can. The main battery 15 contains lithium
Various batteries such as ion batteries, nickel-hydrogen batteries and lead batteries, and electric double layer capacitors, so-called power capacitors, can be used.

The vehicle controller 16 is composed of a microcomputer and peripheral parts such as a memory, and has rotational speeds and output torques of the motors 1, 4, and 10, rotational speeds and output torques of the engine 2, engagement and disengagement of the clutch 3, and stepless. The gear ratio of the transmission 5 is controlled.

As shown in FIG. 2, the vehicle controller 16 includes a key switch 20, a brake switch 21, an accelerator sensor 22, a vehicle speed sensor 23, a battery temperature sensor 24, a battery SOC detection device 25, an engine rotation sensor 26, and a throttle sensor. 27 and the like are connected.

The key switch 20 is turned on (closed) when the key of the vehicle is set to the ON position or the START position. The brake switch 21 detects a depression state of a brake pedal (not shown), and the accelerator sensor 22 detects a depression amount of the accelerator pedal (hereinafter referred to as an accelerator opening). The vehicle speed sensor 23 detects the traveling speed of the vehicle, and the battery temperature sensor 24 detects the temperature of the main battery 15. Further, the battery SOC detection device 25 has a state of charge (SOC; State Of Cha) of the main battery 15.
rge) is detected, and the engine rotation sensor 26 detects the rotation speed of the engine 2. Further, the throttle sensor 27 detects the throttle valve opening of the engine 2.

The vehicle controller 16 is also connected with a fuel injection device 30, an ignition device 31, a throttle valve control device 32, a navigation device 33, etc. of the engine 2. The controller 16 controls the fuel injection device 30 to supply and stop the fuel to the engine 2 and adjust the fuel injection amount, controls the ignition device 31 to ignite the engine 2, and controls the throttle valve adjustment device 33. Then, the torque of the engine 2 is adjusted.

The navigation device 33 is a satellite navigation device that detects the current position and travel route by a GPS receiver,
It is equipped with a self-contained navigation device that detects the current location and travel route by a gyro compass, a road-vehicle communication device that receives traffic information and road information such as VICS, and a road map database. Display the optimum route to the vehicle's current location and destination and guide the occupant.

The navigation device 33 also includes a route division function 33a, a road environment detection function 33b and a target SO which are realized by microcomputer software.
The C determination function 33c is provided. The route dividing function 33a divides the guide route to the destination. Road environment detection function 3
3b is the radius of curvature of the divided section, the road gradient, the intersection
Whether there is a tunnel or railroad crossing, regulatory information such as speed limit,
Detects regional information such as city roads and mountain roads. Also,
The target SOC determination function 33c determines the target SOC (t_SOC) of the main battery 15 at the destination.

The vehicle controller 16 is provided with a running condition predicting function 16a, an SOC conversion efficiency index calculating function 16b and an engine / motor operating point calculating function 16c which are realized by software of a microcomputer. The traveling condition prediction function 16a predicts the vehicle speed and the braking / driving force command value of each divided section based on the road environment of each divided section.

The SOC conversion efficiency index calculation function 16b is used for determining the engine / motor operating point.
Calculate the conversion efficiency index SOCc. Further, the engine / motor operating point calculation function 16c uses the SOC conversion efficiency index SOCc,
The operating points of the engine 2 and the motors 1 and 4 are calculated based on the vehicle speed and the braking / driving force command value.

The predictive weight change value input device 40 is interlocked with the navigation device 33.
The predicted weight of the vehicle can be input at any point on the guide route to the destination searched by. For example, the driver inputs 1700 kg at the starting point, 1800 kg at the transit point A, and 1850 kg at the transit point B along the guide route from the starting point to the destination displayed on the display 41. When the vehicle is a delivery truck, the package collection plan information is obtained from the delivery center, and the predicted weight of the vehicle is input based on the package collection / delivery plan weight. If the vehicle is a hire or taxi, search for a guide route based on the passenger's boarding place and getting-off place obtained from the information center,
Input the predicted weight of the vehicle on the guide route based on the number of passengers and baggage information obtained from the information center. Further, when the vehicle is a bus or a baggage truck, the navigation device searches the guide route, and the predicted weight of the vehicle is input based on the loading and unloading of luggage on the guide route and the passengers getting on and off.

If there is a discrepancy between the predicted weight and the actual weight during traveling on the guide route, the driver grasps the difference between the predicted weight and the actual weight by measuring the weight of the baggage and the weight change predicted value input device 40 is used. Enter the correct predicted weight again.

<< Calculation Method of SOC Conversion Efficiency Index SOCc >> In this embodiment, the engine 2 and the motor 1 are controlled so that the SOC of the main battery 15 reaches a target value while suppressing the fuel consumption amount in the guide path to the minimum. , 4 are controlled.

First, the target SOC (t_SO
Set C). This target SOC (t_SOC) is the target value of the SOC at the destination, but the SOC of the main battery 15 does not necessarily have to be the target SOC (t_SOC) in the course of the route to the destination. The operating points of the engine 2 and the motors 1 and 4 are not determined based on the target SOC (t_SOC). The method of setting the target SOC (t_SOC) at this destination is simply a constant value, for example 70%, regardless of the road environment,
A method of determining according to the altitude of the destination, for example, the higher the altitude, the lower the traveling energy of the main battery 1
Hoping to be able to recover to 5, a small target SOC (t_
SOC) setting method.

Next, in this embodiment, in order to set the SOC of the main battery 15 at the destination to the target SOC (t_SOC) while suppressing the fuel consumption on the way to the destination to the minimum, S that determines the operating points of engine 2 and motors 1 and 4 on the way to the ground
The OC conversion efficiency index SOCc is calculated.

When the SOC conversion efficiency index SOCc is large, the charging power increase amount Δbat per unit fuel increase amount Δfuel for battery charging becomes large, that is, the fuel utilization efficiency at battery charging becomes high. The operating points of the engine 2 and the motors 1 and 4 are determined so that charging is performed only in such a case, and conversely, when the SOC conversion efficiency index SOCc is small, charging is performed even if the fuel utilization efficiency during battery charging is low. First, the operating points of the engine 2 and the motors 1 and 4 are determined.

A method of calculating the SOC conversion efficiency index SOCc will be described with reference to FIG. The driving pattern to the destination is shown in Figure 3a.
A case where the pattern is as shown in FIG. In FIG. 3a, the route to the destination is divided into n sections wa
It is divided into y (i) (i = 1, 2, ..., N) and each section way (i)
The vehicle speed p_vsp (i) and the braking / driving force command value p-tTd (i) are predicted based on the road environment for each. A method of predicting the vehicle speed p_vsp (i) and the braking / driving force command value p-tTd (i) will be described later.
Further, FIGS. 3b to 3d are respectively SOC conversion efficiency indicators.
Minimum fuel consumption, charge / discharge amount and SOC when the operating points of engine 2 and motors 1 and 4 are determined by setting SOCc to three fixed values SOCc_h, SOCc_m and SOCc_l (where SOCc_h>SOCc_m> SOCc_l). Show changes.

As described above, the SOC conversion efficiency index SOCc
Is an index indicating the efficiency of fuel usage during battery charging. Therefore, as is clear from FIGS. 3b to 3d, the final SOC at the destination is the SOC conversion efficiency index SO.
The value f_SOCc_h when the maximum value SOCc_h is set to Cc is the smallest, and the value f_SOCc_l when the minimum value SOCc_l is set to the SOC conversion efficiency index SOCc is the largest. That is, as the engine / motor operating point is set so that charging is performed only when the fuel utilization efficiency is high, the actual SOC at the destination becomes smaller.

An engine, which will be described later, is set based on the predicted vehicle speed p_vsp (i) and the predicted braking / driving force command value p-tTd (i) of each divided section way (i) by setting some value to the SOC conversion efficiency index SOCc. /
Temporary operating points of the engine 2 and the motors 1 and 4 are determined by the motor operating point determination method. Then, each divided section wa
The time integration value p_bat (i) of the charging / discharging power Bat of y (i) is obtained, and the current SOC (d_SOC) is used as the initial value for each divided section way (i)
The predicted SOC (p_SOC (i)) in each divided section way (i) and the predicted SOC (p_SOC (n)) at the destination can be obtained by time-integrating the predicted battery charge / discharge power p_bat (i) of .

As described above, the SOC conversion efficiency index SOCc
Predicted SOC (p_SOC (n)) at the destination if is increased
Becomes smaller, the initial value SO is added to the SOC conversion efficiency index SOCc.
Set Cc_0 (SOCc = SOCc_0) Prediction S at the destination
When the OC (p_SOC (n)) is calculated, the predicted SOC (p_SOC (n)) at the destination is the target SOC (t_ at the destination.
SOC), the SOC conversion efficiency index SOCc is

[Equation 1] SOCc = SOCc + α (α> 0) Increase and recalculate. Conversely, the predicted SO at the destination
C (p_SOC (n)) is the target SOC (t_SOC) at the destination)
If smaller, the SOC conversion efficiency index SOCc,

[Equation 2] SOCc = SOCc−α (α> 0) Reduce to and recalculate.

Predicted SOC at the destination is calculated as above.
SOCc_j (j is an integer greater than or equal to 0) when (p_SOC (n)) substantially matches the target SOC (t_SOC) at the destination, that is, until the difference between the two becomes less than a predetermined value Is determined as the final SOC conversion efficiency index SOCc. Below, the final SOC conversion efficiency index SOCc_j is S
This is called the determined value of the OC conversion efficiency index. This calculation is performed when there is a new input or change of the destination, a deviation of the guide route, or a change in the traffic jam condition.

Here, α is a fixed value that does not cause repeated operations to diverge. Alternatively, SOCc_0 may be determined according to traffic information or the like. For example, when the traffic is heavy, when the current SOC (d_SOC) is small, SOCc_0
Is a small value. Or if the route has been traveled before, the current SO based on the SOCc at that time.
The smaller C (d_SOC) is, the smaller the corrected value is set as the initial value.

<< Method of determining operating point of engine / motor >>
Next, a method of determining the engine / motor operating point when the clutch is engaged will be described with reference to FIGS. 4 and 5. Note that FIG.
Operating points A, N, B, C, D, and E are operating points A in FIG.
It corresponds to N, B, C, D, and E, respectively.

When the calculation for determining the SOC conversion efficiency index SOCc is performed, the SOCc that is temporarily set, the predicted vehicle speed p_vsp (i) and the predicted braking / driving force command value p_tTd for each divided section way (i) are calculated. The temporary operating points of the engine 2 and the motors 1 and 4 are determined based on (i). On the other hand, when the SOC conversion efficiency index SOCc has been determined and the vehicle is actually traveling toward the destination, the determined SOC conversion efficiency index
Based on SOCc (= SOCc_j), the vehicle speed detection value d_vsp, and the calculated braking / driving force command value d_tTd, the formal operating point of the engine 2 and the motors 1 and 4 during traveling is determined. The calculated braking / driving force command value d_tTd is the vehicle speed detection value d_vsp.
Based on the accelerator opening detection value and the accelerator opening degree detection value, the table is calculated from a preset braking / driving force command value table.

At any operating point determination, SOC
The operating point is determined so that charging is performed only when the conversion efficiency index SOCc_j or SOCc is larger and the fuel utilization efficiency during battery charging is higher.

FIG. 4 shows a vehicle speed of 50 km / h and a braking / driving force command value of 10.
The engine / motor operating point at 00N is shown in FIG.
Is the engine / at the same vehicle speed and braking / driving force command value.
The relationship between the motor operating point and the battery charge is shown. In FIG. 4, the thick line is the optimum fuel consumption line that connects the operating points that minimize the fuel consumption when the same engine output is obtained, and considers the efficiency of the engine 2, the motors 1, 4 and the continuously variable transmission 5. It has become a thing. The engine / motor operating point is always set on this thick line. At point A, when the vehicle is driven by the motors 1 and 4 as much as possible (for example, the maximum electric power that can be extracted from the main battery 15 is supplied to the motors 1 and 4 to drive the vehicle), and the shortage is covered by the output of the engine 2. It is the driving point. On the other hand, point E is an operating point when the vehicle is driven by the engine 2 and the motors 1 and 4 are driven to generate electric power in order to increase the charge amount of the battery 15.

At the operating point A where the main battery 15 is discharged, when the fuel supply amount to the engine 2 is increased, the charging / discharging amount of the main battery 15 becomes 0 at the point N, and further the points B → C. The charge amount of the main battery 15 increases in the order of → D → E. By the way, as shown in FIG. 5, the charge amount at the point B is c_b [kW], the charge amount at the point C is c_c [kW], the charge amount at the point D is c_d [kW], and the charge amount at the point E is c_e [. kW].

The curve of FIG. 5 shows the relationship between the charging power increase amount Δbat and the charging power Bat with respect to the fuel increase amount Δfuel with reference to the fuel supply amount at point A. Further, a curve is obtained by obtaining the ratio (= Δbat / Δfuel) of the charging power increase amount Δbat to the fuel increase amount Δfuel from the curve, and this ratio is referred to as sensitivity S in this specification. It should be noted that these curves are obtained in advance for each condition of vehicle speed and braking / driving force by experiments or the like.

As shown in FIG. 5, the larger the SOC conversion efficiency index is, the larger the sensitivity S is associated with. In this example, S
The sensitivity S is s170 for the OC conversion efficiency index = 70%
Then, the sensitivity S is s1 for the SOC conversion efficiency index = 50%.
50, the sensitivity S is set to s130 for the SOC conversion efficiency index = 30%.

Then, the engine / motor operating point that realizes the charging power Bat of the sensitivity S according to the SOC conversion efficiency index is calculated. For example, when the SOC conversion efficiency index is 70%, the point B on the sensitivity curve that satisfies the sensitivity S = s170
1, and further, a point B on the curve of the fuel supply amount that realizes the sensitivity s170 is obtained, and the point B in FIG. 4 corresponding to this point B is obtained.
May be the operating point of the engine 2 and the motors 1, 4. Note that if there are two points on the curve that satisfy the sensitivity S, the point at which the charging power Bat is large is adopted. If the point that satisfies the sensitivity S is not on the curve, that is, if there is no operating point where charging can be performed with the sensitivity S under the current vehicle speed and braking / driving force conditions, the point A in FIG. 2 and the operating points of motors 1 and 4. Since the curve varies depending on the vehicle speed and braking / driving force conditions, the maximum value of the sensitivity S also varies depending on the vehicle speed and braking / driving force conditions. Therefore, SOC
When the conversion efficiency index is large, a driving point satisfying the sensitivity S can be taken only under the conditions of limited vehicle speed and braking / driving force. On the other hand, when the SOC conversion efficiency index is small, it is possible to take a driving point that satisfies the sensitivity S under a wide range of vehicle speed and braking / driving force conditions.

As a result, the greater the SOC conversion efficiency index, the less chance of charging the battery, and conversely, the smaller the SOC conversion efficiency index, the greater the chance of charging. Further, the larger the SOC conversion efficiency index, the higher the fuel use efficiency at the time of charge execution, and conversely, the smaller the SOC conversion efficiency index, the lower the fuel use efficiency at the time of charge execution.

In the above description, the sensitivity S according to the SOC conversion efficiency index is calculated, the charging power Bat that realizes the sensitivity S is further calculated, and the engine / motor operating point corresponding to the charging power Bat is calculated. However, data in which the charging power Bat and the engine / motor operating point are associated with the SOC conversion efficiency index may be stored, and the data may be read to obtain the charging power Bat and the engine / motor operating point. This facilitates calculation of the engine / motor operating point.

Regarding the characteristic curve of FIG. 5, in consideration of the power consumption of the electrical components, the discharge efficiency of the main battery 15 is shown at the left side of the point N, and the discharge efficiency of the main battery 15 is shown at the right side of the point N. The charging efficiency of the main battery 15 may be considered and related.

The gear ratio of the continuously variable transmission 5 is adjusted to a gear ratio that realizes the vehicle speed and the rotation speed of the engine / motor operating point. Further, the torques of the motors 1 and 4 are set in a preset distribution, and a value that can realize the target braking / driving force command value is calculated by the motors 1 and 4 and the engine 2.

The operating points of the clutch 3 are related in advance as shown in FIG. 6, and engagement and disengagement are controlled according to this relationship. Engine 2 and motor 1 when the clutch is released
Under the condition that the rotational speeds of the engine 2 and the torque of the engine 2 are normally equal to the converted value of the torque of the motor 1 around the engine axis by the method described with reference to FIGS. 4 and 5. Determine the operating points of motors 1 and 4.

In this embodiment, the operating point determination method for the engine and the motor described above is used to calculate the SOC conversion efficiency index, and conversely, the SOC conversion efficiency described above is used to determine the operating point for the engine and the motor. Since the index is used, neither of them can be calculated unless one of them is determined first. Therefore, as described above, the SOC conversion efficiency index
In the calculation of SOCc, first, some value is set to the value of SOCc, in the above example, the initial value SOCc_0 is set to obtain a temporary operating point of the engine and the motor, and then SOC (p_SOC at the destination is calculated.
(n)) is predicted. Then, using the predetermined value α, the estimated SOC (p_SOC (n)) at the destination is calculated using Equations 1 and 2.
The calculation of the SOC conversion efficiency index SOCc is repeated until is equal to the target SOC (t_SOC), and the SOCc when the calculation converges
_j is determined as the final SOC conversion efficiency index SOCc.

Then, the determined SOC conversion efficiency index SOCc
Determine the actual operating point of the engine and motor based on. First, the braking / driving force command value d_tTd corresponding to the detected vehicle speed d_vsp and the detected accelerator opening d_acc is table-calculated from a table of braking / driving force command values preset based on the vehicle speed and the accelerator opening. Next, based on the SOC conversion efficiency index SOCc, the vehicle speed detection value d_vsp, and the calculated braking / driving force command value d_tTd, a formal operating point when the engine and the motor are running is determined. Then, the engine 2 and the motors 1 and 4 are controlled at this operating point.

As a result, in the guide route to the destination, the operating points of the engine 2 and the motors 1 and 4 are determined using the SOC conversion efficiency index SOCc, and the fuel consumption amount in the guide route to the destination is determined. The SOC of the main battery 15 at the destination can be set to the target value t_SOC while suppressing the above.

7 and 8 are flowcharts showing a vehicle control program, and the operation of the first embodiment will be described with reference to these flowcharts. The vehicle controller 16 executes this control program every predetermined time. In step 1, the current location is detected. It should be noted that at the time of the second and subsequent executions, the position of the divided section way (i) (i = 1 to n) is also detected. In the following step 2, it is confirmed whether or not there is a new input or change of destination, deviation of guide route, change of vehicle weight input value, or change of traffic jam condition. If any, proceed to step 3 If there is not, go to step 11. The change in the traffic jam condition is obtained by a road-to-vehicle communication device such as VICS.

When there is any one of new input or change of destination, deviation of guide route, change of vehicle weight input value and change of traffic jam condition, the guide route to the destination is searched in step 3. In step 4 that follows, n the guide route to the destination
It is divided into sections way (i) (i = 1 to n). This route division method includes a method of dividing a characteristic point in the road environment as a division point such as a slope change point, an intersection, a road type change point, a congestion start point, a congestion end point, and a toll gate on an expressway. There are a method of dividing a point where the vehicle weight input value is changed as a division point, a method of dividing the distance to the destination into n equal parts, and the like. When the distance to the destination is long, the route may be divided using the passing point on the guide route to the destination as the temporary destination. In addition, the method of determining the number of route divisions,
There are methods such as a method of determining according to the grade change degree, the number of intersections, and road types, and a method of determining the number of divisions proportional to the distance to the destination.

In step 5, the road environment such as the average gradient, the intersection position, the radius of curvature, and the altitude in each divided section way (i) is detected. In the following step 6, as described above, the target SOC (t_SOC) at the destination is determined based on the road environment of each divided section way (i).

In step 7, the vehicle speed p_vsp (i) and the braking / driving force command value p_tTd (i) in each divided section way (i) between the current position and the destination are determined based on the road environment of each divided section way (i). Predict. For example, the vehicle speed p_vsp (i) is predicted as follows. For the guide route, the road speed limit is used as the predicted value. At an intersection where you make a right or left turn, for example, the vehicle speed becomes 0 at a deceleration of 0.1G,
Predict the vehicle speed p_vsp (i) that returns to the cruising speed with acceleration 0.1G after stopping for 3 seconds, and predict the vehicle speed p_vsp (i) based on the acceleration / deceleration and the passing speed according to the curvature of the road in the curved road section. . When traffic congestion information is obtained from a road-to-vehicle communication device such as VICS, the vehicle speed p_vsp (i) is predicted such that the average vehicle speed becomes lower as the traffic congestion in the traffic congestion section becomes more severe. Each division section wa
The braking / driving force command value p_tTd (i) of y (i) depends on the driving force of the running resistance (air resistance + rolling resistance) according to the vehicle speed p_vsp (i) and the speed difference from the previous section. The braking / driving force that is the sum of the braking / driving force for acceleration / deceleration and the braking / driving force for acceleration / deceleration for absorbing the potential energy change of the vehicle according to the road gradient is set. Here, for rolling resistance and acceleration / deceleration (velocity difference, potential energy change),
The calculation is performed based on the vehicle weight prediction value of the corresponding section input from the weight change prediction value input device 40.

When it is determined in step 14 to be described later that the deviation between the vehicle speed and the braking / driving force command value is large and step 7 is executed, the deviation direction between the predicted value and the actual value is detected and the deviation is detected. The vehicle speed p_vsp (i) and the braking / driving force command value p-tTd (i) are re-predicted in consideration of the direction of. For example, the estimated vehicle speed while driving
When p_vsp (i) tends to be higher than the actual vehicle speed, set the predicted vehicle speed p_vsp (i) to a lower value so that the predicted braking / driving force command value p_tTd (i) during running is lower than the actual braking / driving force command value. When it is small, the predicted braking / driving force command value p_tTd (i) is set to a large value. Alternatively, if the guide route is a route that has been previously traveled, the vehicle speed m_vsp (i) of the route section when the vehicle was previously traveled may be the predicted vehicle speed p_vsp (i), or the predicted vehicle speed p_vsp (i) And the previous vehicle speed m_vsp (i) may be internally divided. However, in that case, at least the vehicle speed m_vsp (i) in the route section through which the vehicle has previously traveled must be stored.

At step 8, the current SOC (d_SO
C) is detected, and in the subsequent step 9, the SOC conversion efficiency index SOCc is calculated by the method described above. In step 10,
Calculated SOC conversion efficiency index determination value SOCc_J and predicted vehicle speed p_
The SOC (p_SOC (i)) of each divided section way (i) is predicted based on vsp (i) and the predicted braking / driving force command value p_tTd (i). First, the SOC conversion efficiency index determination value SOCc_j and the predicted vehicle speed p_vsp
Based on (i) and the predicted braking / driving force command value p_tTd (i), the temporary operating points of the engine 2 and the motors 1 and 4 in each divided section way (i) are obtained as described above, and each divided section is obtained. The predicted battery charge / discharge power p_bat (i) at is calculated. Therefore, when the current SOC (d_SOC) is used as an initial value and the predicted battery charge / discharge power p_bat (i) of each divided section way (i) is time-integrated, the SOC (p_SOC (i)) of each divided section way (i) is calculated.
Can be predicted.

In step 11, the vehicle speed sensor 23 detects the vehicle speed d_vsp, and in the following step 12, the accelerator sensor 22 detects the accelerator opening d_acc. In step 13, the braking / driving force command value d_tTd corresponding to the detected vehicle speed d_vsp and the detected accelerator opening d_acc is calculated from the table of the braking / driving force command values preset based on the vehicle speed and the accelerator opening degree.

In step 14, at the end point of each divided section way (i), for example, the average vehicle speed d_vsp (i) and the average braking / driving force command value d_tTd (i), the predicted vehicle speed p_vsp (i) and the predicted value of each divided section It is determined whether or not the deviation from the braking / driving force command value p_tTd (i) is larger than each predetermined value, and if it is larger, the process returns to step 7, and if it is less than the predetermined value, the process proceeds to step 15.

There is a method of using the sum ERR_1 of the squared error of the vehicle speed and the squared error of the braking / driving force command value as the index of the deviation.

[Equation 3] ERR_1 = Σ {(d_vsp (i) −p_vsp (i)) ² + K1
(D_tTd (i) -p_tTd (i)) ² } In the above equation, K1 is a constant, and Σ represents the total sum in i from the time when the previous predicted value was updated to the current time.

Further, it is assumed that the power exerted on the vehicle has a high correlation with the fuel consumption and the charge / discharge power that are of interest in this embodiment, and the square error of the power equivalent value (vehicle speed × braking / driving force).
There is also a method that uses ERR_2 as an index.

[Equation 4] ERR_2 = Σ {(d_vsp (i) ・ d_tTd (i) −p_vsp (i)
-P_tTd (i)) ² } In the above equation, Σ represents the sum in i from the time when the predicted value was last updated to the current time. When it is determined that the prediction of the vehicle speed and the braking / driving force command value is large and the process proceeds from this step to step 7, the direction of the deviation between the predicted value and the actual value is detected, and the deviation direction is considered. Vehicle speed in step 7
Re-estimate p_vsp (i) and braking / driving force command value p_tTd (i). For example, when the predicted vehicle speed p_vsp (i) during running tends to be higher than the actual vehicle speed, the predicted vehicle speed p_vsp (i) is set to a lower value, and the predicted braking / driving force command value p_tTd (i) during running is When it is smaller than the braking / driving force command value, the predicted braking / driving force command value p_Td (i) is set to a larger value. Alternatively, when the guide route is a route that has been previously traveled, the vehicle speed pattern m_vsp (i) in the route section when the vehicle was previously traveled may be used as the predicted vehicle speed p_vsp (i), or the predicted vehicle speed p_vsp (i). ) And the previous vehicle speed m_vsp (i). However, in that case, at least the vehicle speed m_vsp (i) in the route section through which the vehicle has previously traveled must be stored.

In step 15, at the end point of each divided section way (i), the current SOC (d_SOC) and the predicted SOC (p_S)
OC (i)) is judged to be larger than a predetermined value,
If it is larger, the process returns to step 9, and if it is smaller than or equal to the predetermined value, the process proceeds to step 16. In addition, as an index of the deviation, for example, there is one shown in the following formula.

[Equation 5] ERR_3 = (d_SOC-p_SOC (i)) ²

In step 16, the convergence value SOCc_j of the SOC conversion efficiency index SOCc, the current vehicle speed detection value d_vsp,
A formal operating point during running of the engine and the motor is calculated based on the calculated value d_tTd of the braking / driving force command value. At this time, if the detected SOC (d_SOC) is in the vicinity of the upper and lower limit values preset for protection of the main battery 15, the protection of the battery 15 is prioritized, and the detected SOC is replaced with the SOC conversion efficiency index SOCc. It shall be calculated using (d_SOC). In the following step 17, the engine /
The torque of the engine 2, the torque of the motors 1 and 4, the gear ratio of the continuously variable transmission 5, and the engagement / release of the clutch 3 are controlled so as to realize the motor operating point.

When the navigation device 33 is not operating or when the destination is not set, step 8 of the flow chart shown in FIGS. 7 and 8.
→ 11 → 12 → 13 → 16 → 17 are executed in this order. However, although the destination is not set, the navigation device 3
When 3 is operating, it is detected that the vehicle is traveling on a commuting route that has traveled in the past or a route that the vehicle travels on a daily basis, and information such as commuting destination or supermarket is detected from the information when traveling in the past. You may make it specify a destination and perform step 3 and subsequent steps.

In calculating the SOC conversion efficiency index SOCc, the predicted SOCs of all divided sections way (i) are calculated.
Since (p_SOC (i)) will be calculated, step 10
As the calculated value of the predicted SOC (p_SOC (i)) in step S1, the value of each divided section where SOCc = SOCc_j in step 9 may be used.

As described above, in the first embodiment, the guide route to the destination is divided, and the vehicle speed p_vs in each divided section of the guide route is divided based on the road environment information of the navigation.
p and the braking / driving force command value p_tTd are predicted, and the predicted vehicle speed p_vsp, the predicted braking / driving force command value p_tTd, and the battery S of each divided section are predicted.
SOCc efficiency index SOCc with initial OC value SOCc_0 set
Based on the above, the operating points of the engine and motor with good fuel utilization efficiency are tentatively determined. Next, the SOC at the destination is predicted based on the provisional operating points of the engine and the motor in each divided section and the current SOC detection value d_SOC, and the predicted SOC (p_SOC) at the destination is the target SOC (t_SOC at the destination.
C) until the SOC conversion efficiency index SOCc is approximately equal to
Converge to OCc_j. Then, the braking / driving force command value d_tTd is calculated from the preset braking / driving force command value table based on the vehicle speed detection value d_vsp and the accelerator opening detection value, and the vehicle speed detection value d_vsp and the braking / driving force command value are calculated. Values d_tTd and S
The final operating point of the engine and the motor is determined based on the convergence value SOCc_j of the OC conversion efficiency index.

According to the first embodiment, the SOC conversion efficiency index SOCc is introduced, and the vehicle speed and braking / driving force command value of the guide route are predicted based on the road environment information detected by the navigation device. In order to achieve the target SOC at the ground, the operating points of the engine and the motor with good fuel utilization efficiency are provisionally determined. Therefore, when the vehicle speed detection value to the destination and the calculated braking / driving force command value match the predicted vehicle speed and the predicted braking / driving force command value, respectively, the fuel consumption to the destination can be suppressed to the minimum. it can. Also, when actually driving the engine and the motor to determine the driving point, instead of the predicted vehicle speed and the predicted braking / driving force command value, the official operating point is calculated using the calculated values of the vehicle speed detection value and the braking / driving force command value. Even if the predicted vehicle speed and the predicted braking / driving force command value deviate from the actual values, the operating point with poor fuel utilization efficiency is not selected, and the fuel consumption is reduced even if the prediction deviates. The effect can be maintained.

<Second Embodiment of the Invention> Another method of calculating the SOC conversion efficiency index SOCc will be described. In addition, this second
The configuration of this embodiment is the same as the configuration shown in FIGS. 1 and 2, and illustration and description thereof will be omitted.

9 and 10 are flowcharts showing a vehicle control program including another calculation method of the SOC conversion efficiency index. From these flow charts,
The operation of the embodiment will be described. 7 and 8
The same step numbers are given to the steps which perform the same operation as the operation shown in FIG.

The vehicle controller 16 executes this control program every predetermined time. After the current location is detected in step 1, the current SOC (d_SOC) is detected in step 8. In the subsequent step 2, as described above, it is confirmed whether or not there is a new input or change of the destination, deviation of the guide route, change of the weight input value, or change of the traffic jam condition, and if there is any, go to step 3 If there is nothing, go to step 11.

When there is any new input or change of the destination, deviation of the guide route, change of the weight input value, or change of the traffic jam condition, the guide route to the destination is searched in step 3. Next, in step 4, the guide route to the destination is divided into m sections way (j) (j = 1 to m) as described above,
Furthermore, by dividing each section way (j) into p, the guide route to the destination is defined as n (= m · p) section way (i) (i = 1 to
n). In the following step 5, each division section way (j)
It detects the road environment such as the average gradient, intersection position, radius of curvature, and altitude. In subsequent step 6, the target SOC (t_SOC) at the destination is determined based on the road environment of each divided section way (j) as described above.

In step 21, upper and lower limits of SOC are set in accordance with the road environment for each section way (j) in consideration of the power performance of the vehicle. For example, as shown in FIG. 11, when it is expected that an uphill will continue for 5 km ahead from a certain section way (k) on the way, a section way ( The SOC lower limit value in k) is set to 50%, and when the uphill continues for 10 km, the SOC lower limit value is set to 60%.

Since the battery power required to maintain the driving force varies depending on the weight of the vehicle even on the same uphill slope, the lower limit is 50% when the vehicle weight is 1600 kg, and 53% when the vehicle weight is 1700 kg. The SOC lower limit value becomes larger as the vehicle weight becomes heavier. Fig. 15 shows S according to vehicle weight
The method of setting the OC upper and lower limits will be described. FIG. 15 shows that the road type and the gradient pattern of the section A and the section B are the same in the route from the collection point of the departure place to the collection point of the destination, and the predicted vehicle weight when the section B is traveling is the one when the section A is traveling. The SOC upper and lower limit values and the target SOC (t_SOC) when the vehicle weight is heavier than the predicted vehicle weight are shown. In FIG. 15, the predicted vehicle weight when traveling in the section B is the section A
When the vehicle weight is heavier than the predicted vehicle weight during traveling, the SOC lower limit value SOCL2 of the section B is made larger than the SOC lower limit value SOCL1 of the section A. In addition, the upper limit value of the battery is set so that the battery charge by the regenerative braking force is effectively used before the downhill. At this time, in the case of the same downhill slope, the larger the vehicle weight, the larger the change in potential energy, and thus the larger the expected regenerative power. Therefore, the larger the vehicle weight, the smaller the SOC upper limit value. In FIG. 15, when the predicted vehicle weight when traveling in the section B is heavier than the predicted vehicle weight when traveling in the section A, the SOC upper limit value SOCH2 of the section B is made smaller than the SOC upper limit value SOCH1 of the section A.

As a general rule, the SOC upper and lower limits of each divided section are set to 8 for battery protection as shown in FIG.
It is set to 0% or less and 20% or more. The SOC upper and lower limit values may be set over the entire section, or each section way (j)
It may be set for each. Further, it may be set for any point on the guide route. Of course, only the upper limit value or only the lower limit value may be set.

Thus, S in each section of the guide route is
Set the lower limit of the OC calculation value, and as the vehicle weight increases, S
The lower limit value of OC is increased. Further, the upper limit value of the SOC calculation value in each section of the guide route is set, and the higher the vehicle weight, the smaller the SOC upper limit value.
In a hybrid vehicle, it is desirable to always secure a braking / driving force by a motor in order to maintain good braking / driving force characteristics. Therefore, for example, before the uphill, it is necessary to increase the SOC of the battery in advance in consideration of the power consumption of the battery due to the driving of the motor during the uphill.
The power consumption of the battery due to the motor drive during climbing increases as the vehicle weight increases. Therefore, by increasing the SOC lower limit value as the vehicle weight increases, the driving force of the motor can be secured even when the vehicle weight increases. it can. Further, for example, before the downhill, the battery SO should be considered in consideration of charging the battery by regenerative braking of the motor during the downhill.
It is necessary to reduce C in advance so that regenerative power can be accepted. The larger the vehicle weight, the larger the battery charge amount due to the regenerative braking of the motor while descending the slope. Therefore, the larger the vehicle weight, the smaller the SOC upper limit value is to ensure the braking force of the motor even when the vehicle weight increases. be able to.

In step 7, as described above, the vehicle speed p_vsp (i) and the braking / driving force command in each divided section way (i) between the current position and the destination are based on the road environment of each divided section way (j). Predict the value p_tTd (i). For example, the vehicle speed p_vsp (i) is predicted as follows. In the guide route, the speed limit of the section way (j) is used as the predicted value. At a crossing, a railroad crossing, or a toll gate, where the vehicle speed p_vsp (i) is predicted to be 0 at deceleration of 0.1 G and return to cruising speed at acceleration of 0.1 G after stopping for 3 seconds. In the curved road section, the vehicle speed p_vsp (i) is predicted based on the acceleration / deceleration and the passing speed according to the curvature of the road. When traffic congestion information is obtained from a road-to-vehicle communication device such as VICS, the vehicle speed p_vsp (i) is predicted such that the average vehicle speed becomes lower as the traffic congestion in the traffic congestion section becomes more severe. On the other hand, the braking / driving force command value p_tTd (i) of each divided section way (i) contains the vehicle speed p_t
Driving force for running resistance (air resistance + rolling resistance) according to vsp (i), braking / driving force for acceleration / deceleration according to the speed difference from the previous section, and vehicle potential according to road gradient The braking / driving force that is the sum of the braking / driving force for acceleration / deceleration for absorbing the energy change is set. Here, the rolling resistance and the acceleration / deceleration (speed difference, potential energy change) are calculated based on the predicted vehicle weight of the relevant section input from the vehicle weight change predicted value input device 40.

In step 9, the SOC conversion efficiency index SOCc is calculated by the method described in the first embodiment. In step 10, the SOC (p_SOC (i)) of each divided section way (i) is calculated based on the calculated SOC conversion efficiency index SOCc, the predicted vehicle speed p_vsp (i), and the predicted braking / driving force command value p_tTd (i). Predict. First, the SOC conversion efficiency index SOCc and predicted vehicle speed p_vsp (i)
Based on the estimated braking / driving force command value p_tTd (i), the provisional operating points of the engine 2 and the motors 1, 4 in each divided section way (i) are calculated as described above, and the predicted battery in each divided section is obtained. Charge / discharge power p_bat (i) can be obtained. Therefore, when the current SOC (d_SOC) is used as an initial value and the predicted battery charge / discharge power p_bat (i) of each divided section way (i) is time integrated, the SOC (p_SOC (i)) of each divided section way (i) is calculated. Can be predicted.

In step 22, it is confirmed whether the predicted SOC (p_SOC (i)) of each divided section way (i) exceeds the upper and lower limit values set in step 21, and if it exceeds, the process proceeds to step 23. If not, step 11
Go to. When the predicted SOC (p_SOC (i)) exceeds the upper and lower limit values, the correction calculation of the SOC conversion efficiency index SOCc is performed in step 23. For example, as shown in FIG. 12, the predicted SOC
If (p_SOC (i)) exceeds the lower limit at the PA point on the way to the destination (), the SOC conversion efficiency index SOCc is corrected to the place (line) where the lower limit is not exceeded by Equation 1 above. And make it smaller. Conversely, the predicted SOC (p_SOC
If (i)) exceeds the upper limit value, the SOC conversion efficiency index SOCc is corrected by Equation 2 above to a point where the upper limit value is not exceeded. However, if both the upper and lower limit values are exceeded during the process of correction, the SOC predicted value p_SOC (i) closer to the vehicle's current position (the one with a smaller i value) is preferentially adopted, and The SOC conversion efficiency index SOCc is corrected by Equation 1 or Equation 2 so that it falls within the lower limit.

Next, at step 24, the predicted SOC (p_SOC (i)) of each section way (i) falls within the SOC upper and lower limits, for example, the predicted SOC (p_SO) as shown in FIG.
The point where the change curve of C (i) approaches the SOC upper and lower limits,
Alternatively, the intersection "PA" between the change curve of the predicted SOC (p_SOC (i)) and the SOC upper and lower limit values is stored. At this time, the predicted SOC (p_SOC (n)) at the destination of the line is the target SO
Since it does not match C (t_SOC), if the SOC conversion efficiency index SOCc calculated in step 23 is used up to the destination, the actual SOC at the destination does not match the target SOC (t_SOC). Therefore, until the vehicle reaches the point PA, the SOC conversion efficiency index SOCc calculated in step 23
After determining that the vehicle has reached the point PA by using Step 26, the SOC conversion efficiency index SOCc is recalculated in Step 9 and the operating point of the vehicle is determined again based on the calculated value. By going, the actual SO at the destination
C can be made to approximately match the target SOC (t_SOC).

When there is no new input or change of the destination, deviation of the guide route, change of the vehicle weight input value, or change of the traffic jam condition, the vehicle speed d_vsp is detected by the vehicle speed sensor 23 in step 11, and the following step is performed. At 12, the accelerator sensor 22 detects the accelerator opening d_acc. In step 13, the braking / driving force command value d_tTd corresponding to the detected vehicle speed d_vsp and the detected accelerator opening d_acc is determined from the table of braking / driving force command values preset based on the vehicle speed and the accelerator opening degree.
Is calculated.

At step 14, at the end point of each divided section way (j), the average vehicle speed d_vsp (i) and the average braking / driving force command value d_tTd (i) of each divided section, the predicted vehicle speed p_vsp (i) and the predicted control It is determined whether or not the deviation from the driving force command value p_tTd (i) is larger than each judgment reference value, and if it is larger, the process returns to step 7, the predicted vehicle speed p_vsp (i) and the predicted braking / driving force command value p_tTd ( i) is recalculated. On the other hand, if the difference between the predicted value and the actual value of the vehicle speed and the braking / driving force command value is less than or equal to the determination reference value, the process proceeds to step 15. As the index of the deviation, the sum ERR_1 of the squared error of the vehicle speed and the squared error of the braking / driving force command value shown in Formula 3 described above is used, or the squared error ERR_2 of the power equivalent value shown in Formula 4 is used. be able to. In step 15, at the end point of each divided section way (i), it is determined whether or not the difference between the current SOC (d_SOC) and the predicted SOC (p_SOC (i)) is larger than the determination reference value. Return to 9 and recalculate the SOC conversion efficiency index SOCc. On the other hand, if the difference between the SOC predicted value and the actual value is less than or equal to the determination reference value, the process proceeds to step 25. It should be noted that ERR_3 shown in Formula 5 above can be used as the index of the shift.

When the deviations between the vehicle speed, the braking / driving force command value and the predicted value of the SOC and the actual value are small, the current SOC (d_SOC) is set in step 25 and the SOC set in step 21.
Check whether the difference between the upper and lower limits is less than or equal to the specified value ΔSOC. Here, the predetermined value δSOC is set to an appropriate value for determining that the SOC approaches the upper and lower limit values.
When the current SOC approaches the upper and lower limits, the process returns to step 9 and the SOC conversion efficiency index SOCc is recalculated. On the other hand, when the current SOC is not close to the upper and lower limit values, the routine proceeds to step 26, where it is confirmed whether or not the vehicle has reached the point PA. Here, the point PA is the current SOC
The point where (d_SOC) reaches the SOC upper and lower limit values set in step 21. When the point PA is reached, the process returns to step 9 to recalculate the SOC conversion efficiency index SOCc. On the other hand, if the point PA has not yet been reached, step 16
Go to.

In step 16, the SOC conversion efficiency index SO
Based on the convergence value SOCc_j of Cc, the current vehicle speed detection value d_vsp, and the calculated value d_tTd of the braking / driving force command value, a formal operating point when the engine and the motor are running is calculated. In the following step 17, the torque of the engine 2, the torque of the motors 1 and 4, the gear ratio of the continuously variable transmission 5, and the engagement / release of the clutch 3 are controlled so as to realize the engine / motor operating point.

As described above, in the second embodiment, the upper and lower limits of the SOC according to the road environment for each section way (i) are set in consideration of the power performance of the vehicle, and the SOC conversion efficiency index SO
Cc and the predicted SOC (p_SOC (i)) of each section way (i) are calculated. When the predicted SOC (p_SOC (i)) of each section way (i) exceeds the upper and lower limit values of SOC, the SOC conversion efficiency index SOCc is recalculated so that it falls within the range of the upper and lower limit values,
The change curve of the predicted SOC (p_SOC (i)) of each section way (i) is S
The point closest to the OC upper and lower limits, or the predicted SOC (p_
The intersection PA of the change curve of SOC (i)) and the SOC upper and lower limit values is stored. Engine / based on SOC conversion efficiency index SOCc
When the current SOC (d_SOC) approaches the SOC upper or lower limit value or reaches the point PA while running while determining the motor operating point, the SOC conversion efficiency index SOCc after that is reached.
Is calculated again, the operating point of the engine / motor is determined based on the new SOC conversion efficiency index SOCc, and traveling to the destination is continued. As a result, the target SOC at the destination can be achieved while improving the fuel utilization efficiency up to the destination.

<Third Embodiment of the Invention> Another method of calculating the SOC conversion efficiency index SOCc will be described. In addition, this third
The configuration of the embodiment is basically the same as the configuration shown in FIGS. 1 and 2, but in the third embodiment, the vehicle speed and the braking / driving force command value of each divided section to the destination are predicted. The traveling condition prediction function 16a (see FIG. 2) is unnecessary.

13 and 14 are flowcharts showing a vehicle control program including another calculation method of the SOC conversion efficiency index. The operation of the third embodiment will be described with reference to these flowcharts. It should be noted that steps that perform the same operations as those shown in FIGS. 7 and 8 are designated by the same step numbers, and differences will be mainly described.

The vehicle controller 16 executes this control program every predetermined time. In step 1, the current location is detected. In the following step 2, it is confirmed whether or not there is a new input or change of destination, deviation of guide route, change of vehicle weight input value, or change of traffic jam condition. If any, proceed to step 3 If there is not, go to step 11. New input or change of destination,
If there is any deviation from the guide route or a change in the traffic jam condition, the guide route to the destination is searched in step 3.
In the following step 4, the guide route to the destination is set to m as a division point with a characteristic point in the road environment as described above.
It is divided into sections way (j) (j = 1 to m). In step 5, the road environment such as the average gradient, the intersection position, the radius of curvature, and the altitude in each divided section way (j) is detected, and in the following step 6,
As described above, the target SOC (t_SOC) at the destination is determined based on the detected road environment of each divided section way (j).

Next, at step 8, the current SOC (d_SO
C) is detected and in the following step 31, SO is performed as follows.
The C conversion efficiency index SOCc is calculated. First, traveling patterns are assumed for each road environment and vehicle weight, and these traveling patterns are stored in advance in a memory as SOC change amount data (MAP2DSOC) per unit distance when traveling with the SOC conversion efficiency index SOCc. And this data (MAP2DSOC)
From this, the SOC conversion efficiency index SOCc and the SOC change amount p_dSOC (j) corresponding to the road environment and vehicle weight for each section way (j) are table-calculated, and the current SOC (d_SOC) is used as the initial value for each section way. The predicted SOC (p_SOC (j)) of each section way (j) and the predicted SOC (p_SOC (m)) of the destination are obtained by integrating the SOC change amount p_dSOC (j) of (j). This calculation is executed until the predicted SOC (p_SOC (m)) at the destination almost agrees with the target SOC (t_SOC) at the destination, and the SOC conversion efficiency index at the time when they substantially agree with the final index SOCc. To do.

In step 11, the vehicle speed sensor 23 detects the vehicle speed d_vsp, and in the following step 12, the accelerator sensor 22 detects the accelerator opening d_acc. In step 13, a braking / driving force command value d_tTd corresponding to the detected vehicle speed d_vsp and the detected accelerator opening d_acc is calculated from the preset braking / driving force command value table based on the vehicle speed and the accelerator opening degree.

In step 32, S of each section way (j)
It is determined whether or not the error in the OC change amount (p_dSOC (j)) is large. That is, for each end point of each section way (j), the actual SOC change amount (d_dSOC (k)) of the section way (k) that passed immediately before.
And the calculated SOC change amount p_dSOC (k) are compared, and if the deviation is large, the correction is performed. The value ERR4 obtained by the following equation can be used as the reference value for determining the deviation.

[Equation 6] ERR_4 = (d_dSOC (k) −p_dSOC (k)) ^{2 If the} deviation is large, return to step 8 and recalculate the SOC conversion efficiency index SOCc. If the deviation is small, step 15
Go to.

At step 15, at the end point of each divided section way (j), the current SOC (d_SOC) and predicted SOC (p_S)
It is determined whether or not the deviation from OC (i)) is larger than the judgment reference value, and if it is larger, the process returns to step 9, and if it is less than the judgment reference value, the process proceeds to step 16. Note that the reference value ERR_3 can be used in Expression 3 as the determination reference value. The index of the deviation shown is, for example, as shown in the following equation.

In step 16, the convergence value SOCc_j of the SOC conversion efficiency index SOCc, the current vehicle speed detection value d_vsp,
A formal operating point during running of the engine and the motor is calculated based on the calculated value d_tTd of the braking / driving force command value. At this time, if the detected SOC (d_SOC) is in the vicinity of the upper and lower limit values preset for protection of the main battery 15, the protection of the battery 15 is prioritized, and the detected SOC is replaced with the SOC conversion efficiency index SOCc. It shall be calculated using (d_SOC). In the following step 17, the engine /
The torque of the engine 2, the torque of the motors 1 and 4, the gear ratio of the continuously variable transmission 5, and the engagement / release of the clutch 3 are controlled so as to realize the motor operating point.

The road environment information, the vehicle weight information, the SOC conversion efficiency index and the SOC change amount of the traveling route are stored, and the section way considering the data of the past traveling route.
The SOC change amount for each (j) may be predicted.
Thereby, the SOC change amount for each more accurate section way (j) can be predicted.

As described above, according to the third embodiment,
Travel patterns are assumed for each road environment and vehicle weight, and SOC change amount data per unit travel distance when the travel patterns are traveled by various SOC conversion efficiency indexes are stored in a memory in advance. Then, from the SOC variation data per unit travel distance, the SOC conversion efficiency index SO
The SOC change amount p_dSOC (j) corresponding to Cc and the road environment and vehicle weight for each section way (j) is calculated by table calculation to obtain the current SO.
The predicted SOC (p_SOC (j)) of each section way (j) and the predicted SOC at the destination are obtained by integrating the SOC change amount p_dSOC (j) of each section way (j) with C (d_SOC) as the initial value.
Calculate (p_SOC (m)). The predicted SOC (p_SOCm) at the destination is calculated as the target SOC (t_SO
It is executed until it almost agrees with C), and the SOC conversion efficiency index when the two almost match is the final index SOCc. When the operating point of the engine / motor is determined based on this SOC conversion efficiency index SOCc and the vehicle is running, each section way (k)
The actual SOC change amount d_dSOC (k) is compared with the calculated SOC change amount p_dSOC (k), and if the deviation is large, the SOC conversion efficiency index (SOC) is corrected. In each section way (j), the current SOC (d_SOC) and the predicted SOC (p_SOC)
(i)) is compared, and if the deviation is larger than the determination reference value, the SOC conversion efficiency index (SOC) is corrected. As a result, the target SOC at the destination can be achieved while improving the fuel utilization efficiency up to the destination.

In the above embodiment, the fuel increase amount Δfuel
Of the charging power increase amount Δbat (Δbat / Δfuel),
That is, the sensitivity S is used as the SOC conversion efficiency index, but the SOC conversion efficiency index is not limited to the sensitivity S. For example, for a hybrid vehicle that controls power generation when the SOC is low and suppresses power generation when the SOC is high, the SOC itself may be used as the SOC conversion efficiency index. In this case, the target SOC may be corrected to be slightly smaller than the detected SOC when there is a downhill of a predetermined distance or more on the traveling route of the vehicle. Further, the larger the difference between the SOC detection value and the target SOC at the destination, the larger the SOC correction amount may be.

In the braking / driving force automatic adjustment system for automatically adjusting the braking / driving force of the vehicle according to the situation instead of the driver, the "accelerator opening" of the above-described embodiment is used.
By substituting for the braking / driving force command value of the braking / driving force automatic adjustment system, the same effect as the above-described embodiment can be obtained.

Further, in the above-described embodiment, the application example to the vehicle in which the parallel hybrid traveling is realized by engaging the clutch 3 and the series hybrid traveling is also performed by releasing the clutch 3 is shown. The same applies to vehicles that perform only hybrid travel or only series hybrid travel.

Further, in the above-described embodiment, the continuously variable transmission has been described as an example, but the transmission is not limited to the continuously variable transmission and may be a stepped transmission. Also, the disposition of the transmission is not limited to the one embodiment described above.

Furthermore, the present invention can be applied to vehicles of all drive systems such as front-wheel drive, rear-wheel drive, and four-wheel drive, in which the engine drives the front wheels and the motor drives the rear wheels. Can be applied to vehicles of all drive source forms such as.

In the above-described embodiment, the guide route to the destination is searched and the target SOC (t_SO
C) is set and the predicted SOC (p
_SOC), and the predicted SOC (p_SOC) is the target SOC (t_S
Although an example of setting the SOC conversion efficiency index SOCc that substantially matches OC) has been shown, an arbitrary intermediate point on the way of the guide route is set instead of the above destination, and a target SOC at that intermediate point is set. , Predicted SO at intermediate points
C may be obtained, and the SOC conversion efficiency index SOCc may be set such that the predicted SOC at the intermediate point substantially matches the target SOC. In that case, the guide route to the intermediate point is divided, and the SOC change amount and the predicted SOC are calculated for each divided route.
And so on. The "specific point on the traveling route" includes the destination of the guiding route and any intermediate point on the guiding route.

In the above-described embodiment, the predicted value of the vehicle weight change is input on the guide route display screen displayed on the display 41 of the navigation device 33, but the predicted value of the vehicle weight change is input. The method is not limited to the input method of the above-described embodiment. For example, in a courier truck, the unloading information of the luggage is managed by the courier management center. It may be set to. Further, the delivery route may be planned in advance according to the management data from the delivery management center. In such a case, the home delivery management center side may search for the guide route based on the transit point and the destination of the home delivery truck, and transmit the guide route and the transit point as the search result to the home delivery truck. Furthermore, the calculation of the SOC conversion efficiency index SOCc in consideration of the change in vehicle weight may be performed at the home delivery management center. In that case, S on the delivery truck side
It suffices to receive the OC conversion efficiency index SOCc and operate the engine and the motor in accordance with the values, and it is not necessary to search for a guide route or to calculate the SOC conversion index SOCc by the in-vehicle microcomputer. The labor can be saved and the cost of the vehicle-mounted device can be reduced. Of course, such an embodiment is not limited to the home delivery truck, and can be applied to a hire, a taxi, a bus, etc. operated according to the operation information from the operation management center.

In this way, the weight of the vehicle on the guide route is set, and the SOC of each section of the guide route is calculated based on the road information of each section of the guide route, the vehicle weight, and the SOC detection value. Then, the braking / driving force command value is set based on the vehicle speed detection value and the accelerator opening detection value, and the operating points of the engine and the motor are determined based on the vehicle speed detection value, the braking / driving force command value, and the SOC calculation value. did. As a result, even for a hybrid vehicle in which the vehicle weight changes significantly due to passengers getting on and off and loading and unloading of luggage along the guide route, it is possible to keep the SOC after the guide route travels within a target value or within a predetermined range. The battery SOC calculation method includes, for example, an SOC range (for example, 40 to 70) in which electric power can be transferred between the battery and the motor over the entire induction path at any time in order to always secure braking / driving force by the motor.
%) Can be maintained. In such a case, it becomes possible to plan and manage the battery SOC in consideration of the change in the vehicle weight, and even for a hybrid vehicle with a large change in the vehicle weight, the SOC after the guide route travels within a target value or within a predetermined range. As a result, the braking / driving characteristics of the vehicle can be improved by ensuring the braking / driving force of the motor. In addition, since the SOC that runs over the guide route with the minimum fuel consumption is calculated, it is possible to plan and manage the battery SOC that can achieve good fuel consumption even if the vehicle weight changes in the middle of the guide route. It can be reduced.

Correspondence between the constituent elements of the claims and the constituent elements of the embodiment is as follows. That is,
The weight change predicted value input device 40 is the vehicle weight setting means, the battery SOC sensor 25 is the SOC detecting means, the vehicle controller 16 is the SOC calculating means, the braking / driving force command value setting means and the operating point determining means, and the vehicle speed sensor 23 is the The vehicle speed detection means and the accelerator sensor 22 constitute accelerator opening detection means.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of an embodiment.

FIG. 2 is a diagram showing a configuration of one embodiment following FIG.

FIG. 3 is a diagram for explaining a method of calculating an SOC conversion efficiency index.

FIG. 4 is a diagram showing operating points of the engine.

FIG. 5 is a diagram showing a charging power increase amount Δbat, a charging power Bat, and a sensitivity S with respect to an engine fuel increase amount Δfuel.

FIG. 6 is a map for setting an operating point of a clutch.

FIG. 7 is a flowchart showing a vehicle control program of the first embodiment.

FIG. 8 is a flowchart following FIG. 7, showing a vehicle control program of the first embodiment.

FIG. 9 is a flowchart showing a vehicle control program of the second embodiment.

FIG. 10 is a flowchart showing a vehicle control program of the second embodiment following FIG. 9.

FIG. 11 is a diagram for explaining a method of setting SOC upper and lower limits.

FIG. 12 is a diagram for explaining a method of correcting the SOC conversion efficiency index.

FIG. 13 is a flowchart showing a vehicle control program of the third embodiment.

FIG. 14 is a flowchart showing the vehicle control program of the third embodiment, following FIG. 13;

FIG. 15 is a diagram for explaining a method of setting SOC upper and lower limits according to vehicle weight.

[Explanation of symbols]

1 motor 2 engine 3 clutch 4 motor 5 continuously variable transmission 6 Reduction gear 7 Differential 8 drive wheels 11-13 Inverter 14 DC link 15 Main battery 16 Vehicle controller 16a Driving condition prediction function 16b SOC conversion efficiency index calculation function 16c Engine / motor operating point calculation function 20 key switch 21 Brake switch 22 Accelerator sensor 23 Vehicle speed sensor 24 Battery temperature sensor 25 Battery SOC detection device 26 Engine rotation sensor 27 Throttle sensor 30 Fuel injection device 31 Ignition device 32 Throttle valve control device 33 Navigation device 33a Route division function 33b Road environment detection function 33c Target SOC determination function 40 Weight change prediction value input device 41 display

Claims (6)

[Claims] 1. A control system for a hybrid vehicle, wherein one or both of an engine and a motor are used as a braking / driving force source to transfer electric power between a motor and a battery. A navigation device that provides road information on a route, a vehicle weight setting unit that sets the weight of the vehicle on the guide route, an SOC detection unit that detects the SOC of the battery, and divide the guide route into a plurality of sections. SOC for calculating the SOC in each section of the guide route based on the road information of each section, the vehicle weight and the SOC detection value
Based on the calculating means, the vehicle speed detecting means for detecting the vehicle speed, the accelerator opening detecting means for detecting the accelerator pedal depression amount (hereinafter referred to as the accelerator opening), the vehicle speed detection value and the accelerator opening detection value. Braking / driving force command value setting means for setting a braking / driving force command value, the vehicle speed detection value, the braking / driving force command value, and the SOC
A control apparatus for a hybrid vehicle, comprising: an operating point determining means for determining an operating point of an engine and a motor based on a calculated value. 2. The control device for a hybrid vehicle according to claim 1, wherein the SOC calculation means calculates an SOC that runs through the guide route with minimum fuel consumption. 3. The hybrid vehicle control device according to claim 1, wherein the SOC calculation means sets a lower limit value of the SOC calculation value in each section of the guidance route, and the vehicle weight is A control device for a hybrid vehicle, wherein the SOC lower limit value is increased as the value is increased. 4. The control device for a hybrid vehicle according to claim 1, wherein the SOC calculation means sets an upper limit value of the SOC calculation value in each section of the guide route, A control device for a hybrid vehicle, wherein the SOC upper limit value is reduced as the vehicle weight increases. 5. The control device for a hybrid vehicle according to any one of claims 1 to 4, wherein the vehicle weight setting means is configured such that an occupant of the vehicle manually inputs and sets the weight of the vehicle. Control device for hybrid vehicle. 6. The control device for a hybrid vehicle according to any one of claims 1 to 4, wherein the vehicle weight setting means sets the vehicle weight in accordance with a planned passenger loading / unloading and / or luggage loading / unloading. A control device for a hybrid vehicle, wherein the weight is automatically set.